Braking mechanism for automobiles



May 25, 1937. F. 1.. SHELOR BRAKING MECHANISM FOR AUTOMOBILES FiledMarch 8, 1933 4 Sheets-Sheet l v H n m. I m" u I .III

May 25, 1937. F. SHELOR BRAKING MECHANISM FOR AUTOMOBILES Filed March 8,1955 4 Sheets-Sheet 2 M a W Q a O i? A; 5 d g a May 25, 1937. F. SHELORBRAKING MECHANISM FOR AUTOMOBILES Filed March 8", 1953 4 Sheets-Sheet sF. L. SHELOR BRAKING MECHANISM FOR AUTOMOBILES May 25, 1937.

Filed March 8, 1933 4 Sheets-Sheet .4

Patented May 25, 1937 PATENT OFFICE BRAKING MECHANISM FOR AUTOMOBILESFrederick L. Shelor, Richmond, Va., assignor to Innovation Brakes, Inc.,Richmond, Va., a corporation of Virginia Application March 8, 1933,Serial No. 660,052

9 Claims.

The invention relates to new and useful improvements in a brakingmechanism for automobiles.

An object of the invention is to provide an auxiliary brake controllingmeans whereby a brake pressure may be applied and released throughamovement of the foot-operated accelerator lever. A further object ofthe invention is to provide a braking mechanism of the above characterwherein the application of the brakes is obtained by a differentialpressure produced by the vacuum on the intake manifold.

I A still further object of the invention is to provide a brakingmechanism of the above character which may be usedin connection with anautomatic clutch operating mechanism, wherein both the braking mechanismand the clutch operating mechanism are controlled by a movement of thefoot-operated accelerator lever. A still further object of the inventionis to provide a combined brake and clutch control of the abovetype whichmay be operated in sequence by the foot-operated accelerator lever, sothat the clutch may be opened prior to the application of the brakingpressure.

These and other objects will in part be obvious and will in part behereinafter more fully disclosed.

In the drawings- Figure l is a view showing more or lessdiagrammatically the essential features embodying the invention;

Fig. 2 is a perspective view of the brake controlling mechanism, theparts being separated to show the structure thereof Fig. 3 is a frontview of the brake controlling means with the main control valve diskremoved;

Fig. 4 is a sectional view through the brake controlling means in rearof the auxiliary control disk 9, and looking in the opposite directionfrom that '1 viewed in Fig. 3;

Fig. 5 is a view through the brake controlling means showing the maincontrol valve disk as viewed from the rear side thereof;

5 Fig. 6 is a sectional view through the brake controlling means andcentrally through the main valve disk;

Fig. 7 is a horizontal central sectional view through the brakecontrolling means;

Fig. 8 is a view showing more or less diagrammatically a modified formof control means for the braking mechanism;

Fig. 9 is a view partly in section showing diagrammatically a modifiedform of brake operating mechanism.

Fig. 10 is a vertical sectional view through one of the wheels andshowing one form of brake applying means, and

Fig. 11 is a detail showing more or less diagrammatically one form ofmechanically operated 5 braking means. l

The invention is directed broadly to an improvement in thebrakingmechanism for an automobile. It includes, in the present illustratedembodimezit of the invention, a. braking means which 10 is brought intoaction by a differential pressure produced by the vacuum in the intakemanifold. There is a control valve which applies and. re-. leases thebraking means. This control valve includes a main control valve disk andan auxil- 15 iary control valve disk. The main control valve diskis'operated solely by a brake pedal of the .usual type, and when thisdisk is shifted, the

brake pressure may be applied and the degree of pressure applied isdetermined by the extent to 20 which the brake pedal is depressed. Theauxiliary control valve disk applies a brake pressure of a lesser degreethan the main valve disk and is controlled in its movements by afoot-operated accelerator lever. This auxiliary valve disk is ac- 25tuated by a clutch shifting shaft, and the clutch shifting shaft is inturn actuated either manually or automatically. When operatedautomatically, it is controlled by the foot-operated accelerator lever.The clutch may be disconnected simui-' 30 taneously with theapplication. of the braking pressure in one form of the invention, andin another form, the clutch may be firstreleased before the brakepressure is applied. The main control valve disk may be operated ,whilethe auxiliary 35 brake is applied, and an additional braking pressurecreated on the braking means.

It is thought the invention will'be better understood by a detaildescription of the illustrated embodiments thereof. In Fig. 1 of thedrawings, 49 there is illustrated an operating means for theconventional form of mechanical means used on g the automobile., Theshaft l carries arms. 2, 2' which are connected through links 3, 3 withthe braking means at the rear wheels. This shaft I 5 also carries arms4, 4 which are connected by links 5, 5 with the braking means at thefront wheels of the automobile. Mounted on the shaft l is an arm 6connectedto a piston rod l carrying a piston 8 sliding in a closedcylinder 9. .In 51 this cylinder is "a chamber in and a pipe llconnected with a vacuum creating means which produces a vacuum on thechamber l0, causing the piston 8 to move to the left, as shown in Fig.1, and thus apply the brakes. This is a conven- 5| tional showing of oneform of brake applying means controlled by a differential pressure on amovable member. The shaft l is also provided with an arm l2 connected toa link l3, which link I3 is pivoted to a foot pedal l4 of the usualtype, and this permits the braking means to be applied manually througha depressing of the foot pedal. There is a pin IE on the link l3 movingin a slot [6 'with the link, and this permits the brakes to be appliedthrough the use of the vacuum controlled means without depressing thepedal. A spring I! connected to the link and the abutment on the vehicleholds the pedal in raised position.

The pipe H is connected to a control valve It. This control valve I3 isshown in detail in Figures 2 to 6. Said control valve consists of a.standard H! which is rigidly attached to the chassis carrying a casing20. Said casing has a forwardly projecting flange 2i forming acylindrical chamber in which is located an auxiliary control valve disk22 and the main control valve disk 23. Said casing 20 is provided with aport 24 connected to the pipe Ii and opening at the back wall of thecylindrical chamber. A pipe 23 is also connected to the casing 20 andleads to a port 26 likewise opening at the back wall of the chamber.This pipe 25 opens to the atmosphere and is preferably connected to themufier. Likewise connected to said casing is a pipe Z'i from which aport leads to an opening 28 in the back wall of the chamber.

This pipe 21 is connected to the intake manifold 29 (see Fig. 1). Anauxiliary valve-controlled disk 3!] is inserted in the casing 26 and theprojecting arm extends .through the slot 3i in the casing. This slot isof sufficient width and the disk of such size relative to the diameterof the casing that the end of the arm may be placed in the slot and thedisk is provided with openings 24, 26 and 28- which are in register withthe openings 24, 26 and 28, respectively, when this auxiliary valve isset in its ofi position, and that is with the arm 30 at the left-handend of the slot 3! in the casing, as viewed in Fig. 2. When said arm isturned to the other end of the slot, then the openings 32 and 33 will bebrought into register with the openings .24! and 28. There is a channel34 connecting the openings 32 and 33, and in this setting of thisauxiliary valve disk, the pipe H is connected to the pipe 27, and thusit is that the intake manifold is connected to the chamber l0 and willdraw a vacuum thereon. This creates .differential pressure on the pistonhead 8, moving the piston to the left through atmospheric pressurethereagainst, and causing the brake pressure to be applied by thebraking means. The extent of the braking pressure will be determined bythe amount of difierential pressure on the piston headand in turn by thedegree of vacuum on the chamber Ill.

There is an opening 35 through the casing 20 leading to the atmospherewhich registers with this channel 34 when the disk is in the onposition. The size of this opening is controlled by a needle valve 36which in turn-is controlled by a threaded bolt 31 carrying a needlevalve which may be locked in set positions. By varying the size of thisvent opening 35 to the atmosphere, the degree of vacuum on the chamberl0 can be varied. The auxiliary disk when shifted to set position, willcause a vacuum of a predetermined degree to be placed on this chamberl0, and a In this off position of the valve disk 23, the pipe I l isconnected to the pipe 25, and thus it is that the chamber In is openedto the atmosphere. This will cause an equal pressure on oppositesides ofthe piston head 8 and the brake releasing springs will open the brakingmeans. This is assuming, however, that the auxiliary valve disk 22 islikewise set" in oil position, with the openings 2 5 and 26 in register,respectively, with the openings 24 and 26. When the valve disk 23 is. inoif position and the auxiliary valve disk 22 returned to off position,this will release the brake pressure so that the auxiliary disk may beshiftedfrom on to ofi position, applying the brakes and. releasing thebrakes, as desired, without shifting. the main valve disk 23.

The valve disk 23 is M and 42 which extend into the disk and arecross-connected by channels 43 extending radially of the valve disk.Adjacent the opening 45 there is a tapering groove 4|- which terminatesat a point, and adjacent the opening 42 is a similar tapering groove 42.When "the valve disk is turned so as to cause the openings 4| and 42 tomove into register with the openings 24 and 28 in the auxiliary valvedisk 22, there will be a gradual connection of the pipe H to the intakemanifold through the pipe 21. The degree of opening of these ports willdepend upon the setting of this main valve disk 23. If the auxiliaryvalve disk 22 is in on position, then the openings 24 and 2!! are inregister with the openings 24 and 28, respectively, and the openings 4iand 42 of the main control valve disk will be brought into gradualregistration with the openings 24 and 28 When, however, this auxiliarydisk 22 is in on position with the openings 32 and 33 in register withthe openings 24 and 28, then the openings 4| and 42 will move graduallyinto registration with these openings 32 and 33, respectively, and thusan increased brake pressure is obtained, for the reason that in additionto the cross-connecting channel 34 joining the openings 32 and 33, thereare also the cross channels 43 now connecting the openings 32 and 33,the ex-. tent of which is controlled, as noted, by the amount of shiftof the valve disk 23 and the extent to which the openings 4! and 42 arebrought into register with these openings 32 and 33.

There is also an opening 44 in the valve disk 23 which has vanishinggrooves 44 at each side thereof on the inner face of the valve disk 23.This opening 44 is adapted to be moved into register with an opening 45in the valve disk 30, when said valve disk is in its off position, or anopening 48 in the valve disk, when said valve .disk is in on position,and these openings 45 and 46 are adapted to register, respectively,withthe opening 4'I through the casing leading tothe atmosphere andcontrolled by a valve member 48. The valve disks are held seated in thecasing by provided with openings a spring 49. This valve for controllingthe degree of vacuum on the chamber I is shown, described and claimed indetail in my co-pending application Serial No. 611,205, filed May 13,1932. There is, however, a slightly modified arrangement of openings sothat the main valve may be brought into action regardless of whether theauxiliary valve disk is in on or off position. This enables theauxiliary valve disk to be shifted for applying a brake pressure such asmay be obtained thereby, and then, without releasing this auxiliarybrake pressure, the main valve disk may be shifted so as to add theretoand bring about a maximum brake pressure that can be obtained.

- The main valve disk can also, be shifted and'bring about this mainbrake pressure when the auxiliary valve disk is in off position andwithout manipulating the same. The main valve disk is connected to alink 50 which in turn is connected to the brake pedal 14. The purpose ofthe link 13 is to bring the brake pedal to its raised position and themain valve disk to off position when said brake pedal is released.

Mounted on the shaft 51 which is attached to the main valve disk 23 is ashutter 52 which closes the opening 35 when the main valve disk is movedto apply the brakes. This cuts off the venting of the port .34 andenables a maximum brake pressure to be applied.

The arm 36 of the auxiliary valvedisk is connected to a link 53 having aturn buckle 54 therein, whereby the length of the link may be changed.The link at its other end is pivoted at 55 to anarm 56 attached to theshaft 51 which operates the clutch mechanism. The arm 56, as shown, isextended to provide a fork 58 operating on the clutch member 59 whichmay be of any desired construction. When the shaft 51 is turned in acounter-clockwise direction, the clutch will be released. At this time,the arm 30 is shifted so as to bring the channel 34 into connection withthe openings 24 and 28, and thus it is that a braking pressure isapplied or determined by the extent of vacuum created on the chamber II]when the clutch is thrown to open position. Likewise, when the clutch isclosed through the turning of the shaft 51 in a clockwise direction, theauxiliary control disk is moved to off position and the braking pressureis released.

The shaft 51 may be moved for releasing the clutch by a pedal 60. Aspring 6| connected to the arm 56 normally holds the shaft 51 turned soas to close the clutch, and the clutch is opened against this springpressure when the shaft 51 is turned. An automatic means isdiagrammati-" cally illustrated for opening the clutch. This clutchopening means includes a cylinder 62. In this cylinder is a piston 63connected to a piston rod 64. The left-hand end of the cylinder isvented to the atmosphere. connected to an arm 65 which is fixed to theshaft 51. A pipev 66 leads from the cylinder to the intake manifoldthrough the control valve 61. When the control valve is open, then adifferential pressure is created on the piston 63 which will cause saidpiston to move to the right, and this will turn the shaft 51 in acounter-clockwise direction, opening the clutch. The control valve- 61includes a rigidly supported casing which is connected to the pipe66 andwhich is also con nected through a pipe 66 with the manifold 29.

Within this valve casing is a valve piston 68, and this valve piston isconnected through a. Bowden wire or other flexible member 69 to a barwhich is pivoted at 1| to the foot-operated accelerator lever 12. Thisfoot-operatedaccelerator lever is The piston rod 64 is of the usualconstructionand is pivoted for turning movement about a center 13. Aspring 12 ated accelerator lever has a slotted end 16 adapted to receivea pin 11 on a lever 18 which is pivoted at 19. This lever 18 isconnected to a link 80 which in turn is attached to the arm Bl connectedto the butterfly valve 82 in the manifold leading to the carburetor 83.Connected to the lever 18 is a spring 18 which normally turns thebutterfly valve to a closed position. The stop 18 limits the movement ofthe lever 18 under the action of the spring 18 when the butterfly valvereaches a position for idling. This stop may be adjusted for varying theidling position. These parts are all diagrammatically shown, as they areof the usual construction. The foot-operated accelerator lever is shownin Fig. 1 in its fully raised position, and it is adapted to bedepressed to the broken line position as shown in said figure. When itis depressed to a slight distance, it will shift the valve 68 so as toclose the valve, and thus out off the vacuum connection to the cylinder62 and establish a connection to the pipe 66. This will create an equalpressure on opposite sides of the piston 63 and the spring 6| will throwthe clutch into closed position. This movement of the shaft 51 whichcloses the clutch, also releases the brake. As shown in Fig. 1, theclutch is closed substantially simultaneously with the re-' in thecylinder 62 and a differential pressure on the piston 63, which willcause the shaft 51 to be turned in a counter-clockwise direction,releasing the clutch and applying the brake. The braking mechanismdescribed is particularly adapted for a motor vehicle containing a freewheeling clutch, whereinthe vehicle-is gravitationally propelled,running free of the engine under certain conditions. The operator maydecelerate the engine substantially to an idling position, withoutapplying the brake, and the vehicle will run unrestrained in freewheeling. Upon releasing the foot-operated accelerator lever so as todisconnect the clutch, the braking pressure is applied which,

as noted, is of a less braking pressure than the main braking pressurethat is'utilized when it is desired to quickly stop the vehicle. Thisbraking pressure may be adjusted, and it is preferably set so that avehicle running on the level and moving at the usual speed of travel,will stop in a space of approximately fifty feet. By this particularsetting of the auxiliary braking pressure, the op- 4 erator of thevehicle can readily slow up the vehicle runningin freewheeling by fullyreleasing the foot-operated accelerator lever, and by slightlydepressing the same, the brake pressure can be released at any time, sothat the vehicle is under perfect control, although it is in freewheeling,

and this is all accomlishined through the manipulation of thefoot-operated accelerator lever.

In Fig. 8, of the drawings, there is shown a slightly, modified form ofthe invention which permits the clutch and the brake to be operated insequence under the control of the foot-operated accelerator lever. Thevalve 61 is of the "same construction as that described'above, and isopens the pipe connection H and a port 88 therein which likewise opensthe pipe connection 277. In the form shown in Fig. 1, the pipeconnection is continuously open. The central section of the piston valvehas a port 85' therein, and when this section 85 is in position forclosing the pipe connection 27, the lower section of the pipe 27 leadingto the control valve l8 will be opened to the atmosphere through thisport 85 and the port 85 in the valve casing. This insures the releasingof the brakes when the vacuum connection is cut oil from the controlcylinder, and without any shifting of the auxiliary valve to offposition. The auxiliary valve is in on position when the valve 61 isopen, but this closing of the pipe connection 2'I renders the auxiliarybraking means ineffective. The purpose of this valve is to close thepipe 21 at certain times. When the accelerator lever is in fully raisedposition, then the port 08 opens the pipe 27, and the valve 6? opens thepipe 66. Both of the pipes are, therefore, connected to the intakemanifold, and this results in a throwing of the clutch to open position,and also to the applying of the brakes.. The raised position of theaccelerator lever is indicated by the broken line 'a in Fig. 8, and itis at this time that both valves are open as stated. When, however,

this foot-operated accelerator lever is moved to.

the full line position shown in Fig. 8, then the pipe connection TI isclosed. This cuts off the vacuum connection for the control valve forthe braking system and releases the brake. The pipe connection 66,however, is still open, and there fore, the clutch is held in disengagedposition through a difierential pressure created on the piston 63. Astill further downward movement of the foot-operated accelerator leverto the broken line position b (Fig. 8) will close the pipe connection 66and cause the clutch to close, and from this point on, the acceleratorlever can be depressed for accelerating the engine. As soon as the valve67 is closed, thus permitting the spring to close the clutch, the port81 comes into alineinent with. the sections of the pipe 27 andestablishes a connection through this pipe 2'! with the manifold. Thisinsures that the operator, if desired, may shift the main brake disk andapply the brakes, even while the clutch is in and the engine beingaccelerated. Therefore, the main brake pressure accomplished bydepressing the brake pedal It is available for operation at all times,except when the auxiliary pedal is held slightly depressed, and with theclutch released. It is through thisvalve in the pipe connection 2'!operated by the accelerator lever that the sequence of operations may beobtained so that the engine may be decelerated to idling speed, theclutch then opened, and free wheeling accomplished with open clutchwithout applying any brake, and upon further release of the acceleratorlever, a limited braking pressure may be applied to the vehicle forretarding and c'ontrolling th speed thereof.

1. In Fig. 11 of the drawings, there is shown diagrammatically onemember of the braking means."v It consists of a brake drum I withinwhich are brake shoes I, l controlled by a cam I carried by the shaftwhich is attached to a rod I and this rod is in turn connected to orformed as a part of one of the links 3, 3 or 5, 5.

In Fig. 10 of the drawings, a diiferent form of braking means isillustrated. In this form of the invention, the wheel 89 is providedwith a brake drum 90 on the inner face of which is a braking member 9i.Attached to the axle spindle 92 is a disk 93. Mounted for lateralmovement relative to the disk 90 is a disk 945. This disk 94% isconnected by a flexible member 95 to the axle spindle, and the two disksare connected by a flexible member 96, thus forming a closed chamber97!. The pipe II leading from the control valve is connected to asuitable header, and this header is in turn connected to pipes I I, onefor each wheel, when there is a braking means applied to each wheel.This provides a means whereby the chamber 91 is placed under vacuum anda differential pressure created on opposite sides of the disk 96. Thetwo disks are separated by a spring 98 and are moved toward each otherby this differential pressure. The disk 90 carries a brake shoe 99 andthe disk 93 carries a brake shoe means controlled by the vacuum on thechamber In Fig. 9 of the drawings, there is shown a further modifiedform of braking means wherein the braking pressure is transmitted to thebraking means at the wheels by a fluid pressure. In this form of theinvention, there is a cylinder II in which is located'a piston I02connected to a piston rod I03. A pipe I04 is connected to the pipe Ii sothat a vacuum is created in the cylinder at the left of the piston I02.There are vent holes I05 in the head of the cylinder so that theright-hand end of the piston is continuously subjected to atmospheric,pressure. A differential in the pressure on the piston will cause thepiston rod to move to the left as viewed'ln Fig. 9. The piston rodextends into a cylinder I05 and is connected therein to a piston I0'I.This cylinder contains a fluid indicated by the broken lines F.. A pipeI00 leads from the cylinder I06 to the wheels where there is a brakingmeans controlled by the fluid delivered thereto under pressure. When thechamber in the cylinder IOI is placed undervacuum, and the piston I02moved to the left, it

thus apply the brakes.. When, however, the vacuum is cut off, then thepressure on opposite sides of the piston I02 will be equalized, and thesprings degree of vacuum on the vacuum chamber will.

in a very short time develop an atmospheric pressure on said chamberwhen the valve 85 is closed- It is obvious that many changes in thedetails will force the fluid to the braking means and of constructionand the manner of applying the control for the braking means may be madewithout departing from the spirit of the invention as set forth in theappended claims.

Having thus described the invention, what I claim as new anddesire tosecure by Letters- Patent, is-- 1. A motor vehicle having afoot-operated accelerator lever for controlling the motive power, aclutch through which the vehicle is operated from the motive power, abraking means for the vehicle, a chamber on which a vacuum may beplaced, a movable member controlled by the vacuum on said chamber foractuating the braking means, means for connecting said chamber to theintake manifold including a control valve having a main shiftable valvemember and an auxiliary shiftable valve member for determining"independently the degree of vacuum on said chamber, manual means'forshifting said main valve member, and means controlled by saidaccelerator lever for shifting said auxiliary member.

2. A motor vehicle having a footoperated accelerator lever forcontrolling the motive power, a vacuum actuated braking means for thevehicle, a valve for controlling the operation of said braking means, aclutch through which the vehicle is operated from the motive power, avacuum actuated device for releasing and applying the clutch and forshifting said control valve for the braking means whereby the brake maybe applied and released, said device being timed for controlling theclutch and the braking mechanism in sequence, a valve for controllingvthe operation of said device, and means operated from the acceleratorlever for controlling said lastnamed valve.

3. A motor vehicle having a foot operated accelerator lever forcontrolling the motive power, a vacuum actuated braking means for thevehicle, a valve for controlling the operation of said braking means, aclutch through which the vehicle is operated from the motive power, avacuum actuated device for releasing and applying the clutch and forshifting said control valve for the braking means whereby the brake maybe applied and released, said device being timed for controlling theclutch and the braking mechanism in sequence, a valve for controllingthe operation of said device, means operated from saidaccelerator leverfor controlling said last-named valve, and a connection between saidaccelerator lever and the motive power including a lost-motionconnection, whereby when the accelerator lever is released for upwardmovement, said motive power will be brought to idling position, theclutch subsequently released and the brake applied subsequent to thereleasing of the clutch, and whereby when said accelerator lever ismoved downward, said brake will be released, the clutch subsequentlyapplied and the motive power accelerated subsequent to the closing ofthe clutch.

4. A motor vehicle having a foot operated accelerator lever forcontrollingthe motive power, a braking means for the vehicle, a clutchthrough which the vehicle is operated from the motive power, a cylinderhaving a pipe adapted to be placed under vacuum, a valve in said pipe, apiston in said cylinder, a device operated by said piston forcontrolling the opening and closing of the clutch, a vacuum actuateddevice for applying and releasing the brake, a valve controlling saidlastnamed device, means connected to said piston for shifting saidlast-named valve, said means being timed so as to operate the clutch andthe brake in sequence, and means operated from said accelerator leverfor controlling the valve in the pipe leading to the cylinder, saidlast-named means including a device whereby when said accelerator leveris given one range of movement, the motive power will be controlledthereby without affecting the control means for the clutch or the brake,and whereby when said accelerator lever is given a different range ofmovement, the clutch and the brake will be operated in sequence Withoutaffecting the action of the' motive power.

5. A motor vehicle having a foot-operated accelerator lever forcontrolling the motive power, a clutch through which the vehicle isoperated from the motive power, a braking means for the vehicle, achamber on which a vacuum may be placed, a movable member controlled bythe vacuum on said chamber for actuating the braking means, means forconnecting said chamber to the intake manifold including a control valvehaving a main shiftable valve member and an auxiliary shiftable valvemember for determining independently the degree of vacuum on said cham,

ber, manual means for shifting said main valve' member, and meanscontrolled by said accelerator lever for shifting said auxiliary member,said means for shifting said auxiliary valve member operating to releaseand apply the brake.

6. A motor vehicle having a foot-operated accelerator lever forcontrolling the motive power, a clutch through which the vehicle isoperated from the motive power, a braking means for the vehicle, achamber on which a vacuum may be placed, a movable member controlled bythe vacuum on said chamber for actuating the braking means, a connectionbetween said vacuum chamber and the intake manifold including a controlvalve having a main shiftable valve disk and an auxiliary shiftablevalve disk, said valve disks operating independently for controlling thevac uum on said chamber, a brake pedal connected to said main valve diskfor shifting the same, a clutch shifting shaft connected to said clutch,a chamber on which a vacuum may be placed, a movable member associatedtherewith and connected to said shaft for actuatingthe same, means forconnecting said shaft to said auxiliary disk for shifting the same toapply the brakes when the clutch is moved to open position, a connectionbetween said last-named vacuum chamber and the intake manifold includinga valve, and means connected with the accelerator lever for shiftingsaid last-named valve.

7. A motor vehicle having a foot-operated accelerator lever forcontrolling the motive power, a clutch through which the vehicle isoperated from the motive power, a braking means for the vehicle, a.chamber on which a vacuum maybe placed, a movable member controlled bythe vacuum on said chamber for actuating the braking means, a.connection between said vacuum chamber and the intake manifold includinga control valve having a main shiftable valve disk and an auxiliaryshiftable valve disk, said valve disks operating independently forcontrolling the vacuum on said chamber, a brake pedal connected to saidmain valve disk for shifting the same, a clutch shifting shaft connectedto said clutch, .a chamber on which a vacuum may be placed, a movablemember associated therewith and connected to said shaft for actuatingthe same, means for connecting said shaft to said auxiliary diskforshiftsaid last-named vacuum chamber and the intake manifold includinga valve, means connected with the accelerator lever for shifting saidlastnamed valve, and means for varying the degree of vacuum placed onsaid chamber controlling the braking means 'by the shifting of theauxiliary disk whereby the brake pressure resulting from the automaticshifting of said disk may be less than the maximum brake pressure whichmay be applied to the braking means through the operation of the mainvalve disk.

8. A motor vehicle having a foot-operated accelerator lever forcontrolling the motive power, a clutch through which the vehicle isoperated from the motive power, a braking means for the vehicle, achamber on which a vacuum may be placed, a movable member controlled bythe vacuum on said chamber for actuating the braking means, a connectionbetween said vacuum chambet and the intake manifold including a controlvalve having a main shiftable valve disk and an auxiliary shiftablevalve disk, said 'valve disks operating independently for controllingthe vacuum on said chamber, a brake pedal connected to said main valvedisk for shifting the same, a

clutch shifting shaft connected. to said clutch, a'

chamber on which a vacuum may be placed, a movable member associatedtherewith and connected to said shaft for actuating the same, means forconnecting said shaft to said auxiliary disk for shifting the same toapply the brakes when the clutch is moved to open position, a

I valve in the connection between the control valve and the intakemanifold, and means for connecting said last-named valve. to theaccelerator lever so that said last-named valve may be closed or openedunder the control of the accelerator lever and the clutch actuatingmeans operated for releasing the clutch .without applying the brakingmeans.

9. A motor vehicle having a foot-operated accelerator lever forcontrolling the motive power, a clutch through which the vehicle isoperated from the motive power, a braking means for the vehicle, achamber .on which a vacuum may be placed, a movable member controlled bythe vacuum on said chamber for actuating the braking means, a connectionbetween said vacuum chamber and the intake manifold including a controlvalve having a main shiftable valve disk and an auxiliary shiftablevalve disk, said valve disks operating independently for controlling thevacj uum on said chamber, a brake pedal connected to said main valvedisk for shifting the same, a clutch shifting shaft connected to saidclutch, a chamber on which a vacuum may be placed, a movable memberassociated therewith and con- 1 nected to said shaft for actuating thesame, means for connecting said shaft to said auxiliary disk forshifting the same to apply the brakes when the clutch is moved to openposition, a valve in the connection between the control valve and the iintake manifold, and means for connecting said last-named valve to theaccelerator lever so that said last-named valve may be closed or opened.under the control of the accelerator lever and the clutch actuatingmeans operated for releasing the a clutch without applying the brakingmeans, said lastnamed valve including a vent to the atmosphere wherebywhile the clutch is open, the brake pressure controlled by the auxiliarydisk may be applied and released at will. I

FREDERICK L. smoa.

